Incident Overview
On November 22, 2022, about 1750 Pacific standard time, a Sikorsky UH-60A (registration N160AQ) and a U.S. Navy Sikorsky MH-60R (registration 166583) were substantially damaged in a mid-air accident near San Diego, California. The UH-60A was conducting a Federal Aviation Regulations Part 91 training flight with two pilots, while the MH-60R was on an Armed Forces public use flight with two pilots and one non-flying crewmember. There were no injuries to any of the five occupants.
Sequence of Events
The UH-60A (callsign Copter 129) departed Gillespie Field Airport (SEE) at about 1741 for night vision goggle training and proceeded to Brown Field Municipal Airport (SDM). After uneventful initial contact and arrival, the controller asked Copter 129 if they could accept the underrun of runway 26L for landing at their own risk, which was accepted. Copter 129 crossed midfield at or above 2,000 ft mean sea level (msl) and entered a left traffic pattern for landing on the underrun.
The MH-60R (callsign Navy 410, later Seahawk 410) made initial contact with the tower about 1754 while about 5 miles west of the airport. The controller instructed them to enter downwind for the underrun of runway 26L. About 30 seconds later, Copter 129 was cleared for the option on the underrun. At about 1756, the controller cleared Navy 410 for the option and instructed them to make left closed traffic, advising they were number 2 following a helicopter on short final. Navy 410 acknowledged and reported the traffic in sight.
About 1757, the controller observed Seahawk 410 turning early to base leg and instructed Copter 129 to "go around." Copter 129 responded. Seconds later, the controller advised Seahawk 410 that the helicopter going around was turning left. After a request for repeat, the controller instructed Seahawk 410 to "go around the northside of runway 26L." At about 1757, Copter 129 declared a mayday.
According to the Copter 129 crew, after departure at 200–500 ft agl, they saw another helicopter overhead and initiated evasive maneuvers. They felt and heard the impact. The Seahawk 410 crew reported that while on final approach at about 500 ft agl and 50 knots, the controller directed them to go around. While over the first half of the runway, the pilot felt an impact on the aft-bottom portion and saw debris.
Postaccident Findings
Postaccident examination revealed that Copter 129 sustained substantial damage to the four main rotor blade tips, one tail rotor blade, and the vertical stabilizer. Seahawk 410 sustained substantial damage to the left side of the stabilator.
Interviews with air traffic control personnel indicated that the underrun of runway 26L was a non-movement portion about 1,800–2,000 ft long, not maintained or lighted, used for helicopter operations without written procedures. The air traffic manager noted that runway 26L was not approved for UH-60 helicopter landings due to a weight restriction of 12,500 pounds.
FAA Order JO 7110.65Z includes provisions for helicopter arrival separation and safety alerts. The Aeronautical Information Manual provides phraseology for departures from nonmovement areas and the "Cleared for the Option" procedure.